Heater



Jan. '17, I928.

A. W. POPE, JR

HEATER Filed April 8. 1925 t 20 not necessary.

the intake man1fold,that is, when the engine is idling or running light, condensation may result, but by properlyheating the air the 1 a fit over the corner of a.

Patented Jan. 17,1928. v v a 1 UNITED STATES OFFICE.

. ARTHUR w.-rorE, .13., orw=aoxnsna,.wisoonsin,fassro voa'ro WAUKESHA MOTOR COMPANY, or WAUKESHA, WISCONSIN, A; CORPORATION or WISCONSIN.

HEATER.

Application am April 8, 1925. Serial 110.21,;490.

This invention relates to heaters, particularly to a heaterstructure orstove adapted to'be attached to an explosive engine in association with the exhaust manifold toautomatically control the temperature of the air to be delivered to the air intakeof the carbureter supplying the engine with explosive mixtures. y,

I thetoperation of internal combustion 1 0 engines, it is desirable to prevent gasoline from depositing itself from the mixture on the intake passage walls in excessive amounts at low manifold velocity, and at high velocity it is desired that the air be comparatively cold in order that the maximum weightof air may pass into the cylindersl At high manifold velocity there isno trouble from gasoline condensation in the manifold and heating of the intake air is However, at low velocity in condensation is in greater part [avoided and if there'should be any condensation it will The imbe: taken up by the hot mixture. I v portant object of my inventionis, therefore, to provide a sim le'heater or i form of an attac ment, which will receive its heat from the engine and which will be automatically controlled by the suction and velocity in theintake'maniioldto deliver to the carburetor properly tempered air, so

oration ofthe engine under its different conditions of operation.

" Another object is to produce a simple, in-

a y; Fig. 2 2 of Fig.1; I

a side elevational ing the heater attached the r-a0: f j "Thestove body section, so that it mayf'easily and securely "stove in the t that the'resulting mixture delivered the 'carhureter Wlll. permit thefmost efficient opand which will, theret being a side .elevational view l partly in section and with parts broken 2 being a sectional view on plane ppe s u h I e the rearand bottom walls, respectively, of the body) The body has the top Wall 10, the vertical rear wall 11 which rests on the exhaust manifold, the front'vertizal wall 12 spaced away. from the manifold front wall, and the lower Wall section 13extending rearwardly from the lower edge ofthe front wall 12 and engaging against the front wall of'the exhaust manifold. Atits end the body is closed, by the end wallsrll and 15, respectively, which fitthe cornenoi the exhaust manifold. The structure "is seourelyheld in place by screws 16 which may thread into the wall of the exhaust manifold so that the structure can be readilyremoved or applied.

At one end of the structure body, near the lower corner thereOLthe inlet opening 17 is provided in the front wall 12 for the entrance of air which is to be heated. At the other end and in front of the body structure is the main air inletpart 18. The body 2 19 of this part is rectangular and communicates with theinterior of themain body B through the passageway 20. In the upper wallofthe part 19 is theair inlet opening 21surrounded'by the tunnel or nozzle flange 22. Go-axialwah the inlet opening 21 the outlet duct 23 extendsyfrom the lower wall of the'part 19, the space24; within the part 19 receiving. cold air thru-the inlet 21 and heated air through passageway 20. the mixture then flowingout thrQughthe ductj23.

The entire structure involving the body andpart 18 maybe a single casting.

The space or chamber 24 is preferably "above the level ofthe exhaust manifold top and the top gradually. upwardly to the end of the body B behind the air passage. structure 18, so that air entering through the inlet 17 will wall 10 of the body Bflslopes become heated and flow towards theother end of the bodyB and from there into the p bhainber24, toleave therefrom either up- Fig.3 belng a sectional view onplane I ;of Fig. 1, and Fig. dis

i Iview 10f an internal combustion engine showwardly through theinlet 21 ordownwardly with coldair through tlieoutlet. 23 The away be? practically insulated from the direct heat .of theexhaust. manifold.

Describing the operation, after'the engine has been started the exhaust manifold will soon be heated and the air within the body B of the stove will take up the heat, and if there were no suction effect at the outlet 23, this heated air would tend to flow upwardly out of the air inlet opening 21, the outflow ing air being replenished by cool air entering the opening 17 which is lower than the inlet 21. This natural flow will be comparatively slow and the air heating will be maximum. If the engine is idling or running at very light load the condition mightbe such that the amount of air required by the carbureter will be satisfied by the amount of heated air flowing naturally through the stove, and in such case the heated air, instead of flowing upwardly out of the inlet 21, will flow downwardly through the outlet 23 to the vearbureter and" there will be little if any cold air flow into the inlet 21. In other words, practically all the air will 1 be supplied from the auxiliary inlet 17 by a the natural draft and will be at a maximum temperature. This will be the condition desired, as the heating of the carbureter m1 xture will be such that condensation Wlll practically be prevented.

- area of the As the speed of the engine is increased, the amount of air required will be in excess of the amount which could be produced by the natural draft alone and the increased suction will, therefore, in addition to the heated air, draw in cold air through the inlet 21 to mix with the heated air and to be drawn through the outlet 23 to the carbureter. As before pointed out, the main air structure 18 is insulated from the direct heat of the exhaust manifold. so that the air flowing directly into the inlet 21 will be comparatively cold. The temperature of the air delivered to the carbureter will then depend upon the relative amount of air flowing directly into the part 18 and the heated air flowing through the stove body.- As the engine increases to full power the amount of direct cold air will correspondingly increase until the air delivered at the carbureter will be onl slightly tempered. On the other hand, w ien the engine speed is decreased and it is running at very light load or idling, practically only heated air is delivered to the carbureter at a relatively high temperature. \Vhen the engine is running at high speed or at full power the velocity of the intake mixture is so great that there will be no chance for any condensation on the manifold walls, and with the air comparatively cold the maximum weight of air will be used in the mixture.

It will be noted that the cross sectional passageway 21 and the passageway 23 is less than that of the intermediate chamber 19 and that the outlet 23 is axially in alignment with the inlet 21, and that the chance to spread out in the chamber 24 and carry with it heated air in proportion to the degree of suction, However, for heavy power operation of the engine maximum weight of air is required and, therefore, heating of the air should be avoided. The concentration of the air and its flow in a compact stream across the chamber and to the outlet 23, as above explained, will practically shut off the flow of heated air so that the air delivered to the carbureter will not be materially heated.

It will be noted that the stove structure shown is devoid of any movable'parts, the entire operation being automatically controlled by the temperature of the stove air, and the suction effect and velocity in the main air supply part 18.

I claim:

1. The combination with an internal combustion engine, of an air heater, said heater being applied to a hot part of the engine structure to receive heat therefrom, said heater having a main airinlet and an auxiliary air inlet below the level of the main air inlet, whereby air entering said auxiliary air inlet will become heated and tend to flow upwardly and out of the main air inlet, an outlet for said heater connected with the air intake of the carbureter for the engine, the suction effect at the heater outlet tending to draw in air through the main air inlet and with it the heated air tending to flow through said main air inlet, the proportion of cold and heated air depending upon the degree of suction efl'ect exerted at the heater outlet.

2. The combination with an internal combustion engine of a heater, said heater bein applied to the exhaust manifold of the engine to receive heat therefrom, a main air inlet, and an auxiliary air inlet for said heater relatively located to cause the natural flow of heated air upwardly and out of said main air inlet, an outlet for said heater positioned below the main air inlet and connected with the air intake of the carbureter for the engine, the suction effect at said heater outlet tending to change the direction of flow of the heated air from said heater and drawing it through the outlet to ether with additional cold air supply throug said main air inlet. a

3. The combination with an internal combastion en ineof a heater, said heater comprising a ody part applied to the heated part of the engine to receive heat therefrom, an air passageway connected with and extending transversely of said body part and displaced from said heated part and having an entrance and an outlet, said body part having an air inlet below the level of said air passageway entrance whereby air enter-i ing through said inlet will be heated and will tend to flow through said body part and out of said entrance, said outlet being connected with the air intake of the engine carbureter to be subjected to suction effect when the engine is operated, such suction efli'ect tendingto draw the heated air out of the body part through said outlet together with additional cold air supply through said entrance, the proportion of cold air and heated air being dependent upon the degree of suction and the velocity of flow through said air passageway.

4:. The combination with an internal combustion engine of a heater, said heater having a main chamber applied to the exhaust said chambers and out of said entrance,

said outlet being connected with the air intake of the engine carburetor to be subjected to the suction of the engine, the suction effect tending to .draw the heated air away from said air entrance and through said outlet, together with cold air through said air entrance, the proportion of cold and heated air depending upon the degree of suction.

5. The combination with an internal combustion engine of a heater, said heater having a heating chamber intimately associated with the heated part of the engine to receive heat therefrom, a mixing chamber having a cold air entrance and a mixture outlet,

said mixing chamber communicating with said heated chamber, said heated chamber having an air inlet below the level of the mixing chamber air entrance whereby air entering through said inlet will be heated and will flow through said mixing chamber, saidmixing chamber outlet being connected with the air intake of the engine carbureter whereby the suction effect will draw cold air'into said mixing chamber and the mixture of cold and heated air from said chamber to the carburetor.

6. The combination with an internal combustion engine of a heater, said heater having a heated passageway intimately associated with the heated part of the engine to receive heat therefrom, a cold air passageway displaced from said heated part and communicating with said passageway, said heated passageway having an air inlet below the level of said cold air passageway, air entering through said inlet becoming heated and flowing through said cold air passage way, said passageway being connected wlth the air intake of the engine carburetor whereby when the engine 1s operated the suction effect will draw the heated air together with cold air from said cold air passageway to the carburetor.

7. The combination with an internal combustion engine of a heater structure, said structurehaving a heatin passageway intimately associated with t e exhaust manifold of the engine to receive heat therefrom, a cold air passageway forming part of said structure and connected with the air intake of the engine carbureter, saidheated passageway having an air inlet below the level of said cold air passageway entrance whereby air entering through said inlet will be heated and will flow through the cold air passageway to be available for mixture with the cold air drawn through said passageway to the carbureter when the engine is operating.

8. The combination with an internal combustion engine of a heater structure, said structurehaving a heating chamber, means for heating the air in said chamber, an intermediate air chamber offset from said heat ing chamber and away from said heating means, said intermediate chamber having a cold air entrance and having an outlet connected with the air intake of the engine carbureter, said heated chamber having an air inlet below the level of said cold air entrance whereby air entering through the said inlet will be heated and will tend to flow through said intermediate chamber and. out of said entrance, suction effect at said outlet tending to divert the heated air to said outlet and to draw cold air through said entrance, and means for causing the air to flow in a concentrated stream through said intermediate chamber from the en trance to the outlet whereby to prevent over mixture of heated air with cold air when the engine is running at full load.

In witness whereof, I hereunto subscribe my name this 4th day of April, 1925.

ARTHUR W. POPE, JR. 

